EP3149293A1 - Dispositif de déphasage d'arbre à cames - Google Patents

Dispositif de déphasage d'arbre à cames

Info

Publication number
EP3149293A1
EP3149293A1 EP15726519.0A EP15726519A EP3149293A1 EP 3149293 A1 EP3149293 A1 EP 3149293A1 EP 15726519 A EP15726519 A EP 15726519A EP 3149293 A1 EP3149293 A1 EP 3149293A1
Authority
EP
European Patent Office
Prior art keywords
lubricant
camshaft
filter
adjusting device
outlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15726519.0A
Other languages
German (de)
English (en)
Other versions
EP3149293B1 (fr
Inventor
Mike Kohrs
Jens Schäfer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3149293A1 publication Critical patent/EP3149293A1/fr
Application granted granted Critical
Publication of EP3149293B1 publication Critical patent/EP3149293B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/352—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using bevel or epicyclic gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34436—Features or method for avoiding malfunction due to foreign matters in oil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34436—Features or method for avoiding malfunction due to foreign matters in oil
    • F01L2001/3444—Oil filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication

Definitions

  • the invention relates to a camshaft adjusting device for a vehicle with an adjusting mechanism for adjusting an angular position of a camshaft, wherein the adjusting gear an input shaft which is coupled to a crankshaft, an output shaft which is coupled to the camshaft, and an adjusting shaft which can be coupled to an actuator in the transmission interior, the input shaft, the output shaft and the adjusting shaft are in operative connection, wherein the camshaft adjusting device has a lubricant supply for supplying the transmission interior with a lubricant, wherein the lubricant supply comprises a filter device for filtering the lubricant, wherein the filter device has at least one lubricant inlet, at least one lubricant outlet and at least one filter nozzle ke, wherein the lubricant inlet and the lubricant outlet are fluidly connected to each other via the filter section.
  • Camshaft adjusters are used for relative adjustment of the angular position between the crankshaft and the camshaft of an internal combustion engine.
  • Such camshaft adjusters usually have a drive part, which is coupled to the crankshaft, for example via a chain or a belt, an output part, which is usually rotatably coupled to the camshaft and a Verstellwelle, which allows an angular position of the output member relative to the drive member adjust.
  • the drive shaft, the adjusting shaft and the output shaft interact with each other in a gear, resulting in mechanical friction in the gear due to bearings and mutual interference.
  • document DE 10 2005 059 860 A1 which is probably the closest prior art, discloses a lubricant circuit of a camshaft adjuster.
  • a lubricant is supplied to the camshaft adjuster via the camshaft and discharged again via outlet openings.
  • a filter screen is integrated to filter out dirt particles in the lubricant.
  • the invention has for its object to provide an improved lubricant supply for a camshaft adjustment. This object is achieved by a camshaft adjusting device with the features of claim 1. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description and the accompanying drawings.
  • a camshaft adjusting device which is designed in particular for an engine, in particular for an internal combustion engine, of a vehicle.
  • the camshaft adjusting device comprises a camshaft, wherein the camshaft is designed to control valves of the engine.
  • the camshaft adjusting device has an adjusting gear, wherein the adjusting gear is particularly preferably designed as a three-shaft gear.
  • the adjusting gear comprises an input shaft, an output shaft and an adjusting shaft.
  • the input shaft can be coupled to the crankshaft of the engine, for example via a chain or a belt.
  • the output shaft is preferably rotatably coupled to the camshaft or coupled.
  • the input shaft form a drive part and the output shaft an output part.
  • the adjusting shaft can be coupled or coupled to an actuator.
  • the actuator may be fixed to the housing or co-rotating relative to the motor.
  • the actuator can be realized, for example, as a motor, in particular an electric motor, or as a brake.
  • the camshaft adjusting device comprises the actuator.
  • the adjusting mechanism is designed to adjust an angular position of the camshaft.
  • the adjusting mechanism is designed to change the angular position of the camshaft relative to the angular position of a crankshaft of the engine.
  • the adjusting mechanism is designed to adjust the angular position between the input shaft and the output shaft.
  • the adjusting gear in particular the input shaft and / or the output shaft and / or the adjusting shaft, define a common axis of rotation of the variable speed gear.
  • the adjusting gear can be designed as a swash plate gear, an eccentric gear, a planetary gear, a cam gear, a multi-joint or coupling gear, a friction gear, a helical gear with threaded spindle as a gear ratio or as a combination of individual designs in multi-stage design be.
  • the adjusting mechanism is designed as a wave gear, wherein the wave gear has a rolling bearing and a deformable steel bushing with external teeth, which is arranged on the rolling bearing.
  • the adjusting shaft is designed in particular as a wave generator and the output shaft as a driven internal gear with internal teeth.
  • the input shaft is realized as a drive ring gear with internal teeth.
  • a planetary gear is preferably provided that the input shaft is formed as a ring gear, the adjusting shaft as a sun gear and the output shaft as a planet carrier, wherein planets of the planet carrier mesh with the ring gear and the sun gear.
  • the adjusting mechanism forms a transmission interior, wherein the input shaft, the output shaft and the adjusting shaft are in operative connection with each other in the transmission internal space.
  • the adjusting mechanism is designed as a summation gear, wherein particularly preferably a rotational movement of the adjusting shaft is added to the rotational movement of the input shaft and in this way the angular position is adjusted.
  • the camshaft adjusting device in particular the adjusting gear, has a lubricant supply for supplying the gearbox interior with a lubricant.
  • the lubricant is formed as an oil, in particular as a transmission oil.
  • the lubricant supply is designed as a continuous supply, so that the transmission interior steadily supplied lubricant and discharged from this.
  • the lubricant supply has at least or exactly one filter device for filtering the lubricant.
  • the serves Filter device to secrete dirt particles in the lubricant at least temporarily or permanently from the lubricant.
  • the filter device has at least one lubricant inlet, via which the lubricant is guided into the filter device, and at least one lubricant outlet, via which the lubricant is discharged from the filter device. It can be provided that the filter device has exactly one lubricant inlet and / or exactly one lubricant outlet or a plurality of lubricant inlets and / or a plurality of lubricant outlets.
  • the filter section may also be formed as a filter path network, with individual filter sections share and reunite at other points.
  • the filter section is formed as an unbranched filter section.
  • the output shaft has two wall sections, wherein a filter volume is arranged between the two wall sections.
  • the at least one filter section or the filter path network runs.
  • the wall sections particularly preferably extend in each case in a radial plane to the axis of rotation.
  • the two wall sections facing each other and / or aligned parallel to each other. The fact that the wall sections are arranged in the output shaft, they rotate with the angular speed of the output shaft.
  • the lubricant inlet is arranged on an equal or smaller pitch diameter with respect to the axis of rotation than the lubricant outlet.
  • the at least one Schmümmnitteleinlass and the at least one lubricant outlet in an axial plan view with respect to the axis of rotation without overlapping and / or offset from each other.
  • the lubricant inlet and the lubricant outlet are arranged with respect to the radial distance from the axis of rotation equal or even offset from each other and the filter device is formed by wall sections of the output shaft, it is achieved that in operation of the camshaft adjusting the output shaft and thus the filter device with the Angular velocity of the camshaft rotates so that the lubricant is transported from the at least one lubricant inlet to the at least one lubricant outlet via a centrifugal force.
  • the filter section extends at least in sections in the radial direction and optionally in addition in the tangential direction or circumferential direction to the axis of rotation. Due to the radial running of the filter section is achieved that this reaches a sufficient length without increasing the space of the camshaft adjusting.
  • the filter section may also be formed as an arcuate channel extending on the common pitch circle diameter.
  • the new approach to the formation of the lubricant supply is achieved in comparison to the use of a conventional filter element that on the one hand, the additional filter element can be saved, no corresponding receiving spaces for the filter element must be created, no assembly errors of the filter element can occur more and also considered functionally the filter device can also be larger-scale, without causing negative consequences for the camshaft adjusting device.
  • the filter track guide and / or the filter track configuration implemented by structural elements which are arranged in the filter volume.
  • the structural elements are integrally arranged on one or both wall sections and / or in one piece, in particular molded or formed.
  • at least or exactly one of the wall sections are structured with the structuring.
  • the structural elements may be formed by a non-cutting process, such as Forging, extrusion, rolling, embossing, PM or by a cutting process, such as Turning, milling, or chemical, e.g. be introduced by etching, or by laser technology.
  • the camshaft adjusting device comprises one or more inserts, wherein the structural elements are arranged on the insert.
  • the insert may e.g. as an etched, stamped or laser-cut disk or in the same manufacturing manner as a sleeve, e.g. made of sheet metal, be formed.
  • the wall sections may be simpler, e.g. be designed plan and the filter track guide and / or the filter track design are implemented by the one or more inserts.
  • the structural elements can implement a mechanical sieve for dirt particles, a centrifugal structure for sorting out dirt particles and / or a throttling of the volume flow.
  • the structural elements have, in a preferred embodiment, a height in the axial direction to the axis of rotation D, which is between 0.1 mm and 5 mm, preferably between 0.1 mm and 2 mm and in particular between 0.1 mm and 1 mm.
  • the structural elements may contact the adjoining wall section or may even be dimensioned such that the structural elements penetrate into the wall section during assembly, so that a microforming connection is present.
  • the structural elements form one or more flow obstacles in the filter section.
  • the flow obstacles can be designed as full obstacles, so that the at least one filter section extends around the flow obstacles.
  • the flow obstacles may also be formed as partial obstacles, the flow obstacles not completely connect the wall sections, but are formed as depressions or elevations. In this way, the possible flow cross-section is reduced in the axial direction to the axis of rotation between the wall sections.
  • a plurality of the flow obstacles together form a filter screen, wherein a mesh width of the filter screen can be adjusted depending on the distance of the flow obstacles to each other. In a filter screen formed in this way, dirt particles can be filtered out of the lubricant.
  • the available flow cross-section between the wall sections can be reduced such that dirt particles are mechanically caught and filtered out in this way.
  • the structural elements form one or more dirt pockets, wherein at least one, some or all of the dirt pockets are opened radially inwards to the axis of rotation.
  • the function of the dirt pockets is that dirt particles are pressed against the bottom of the bag due to the centrifugal force and no longer leave the dirt pockets laterally due to the radial opening of the dirty bag inside can and are permanently trapped.
  • the dirt pockets can also extend in the axial direction to increase the catch volume.
  • the dirt pockets on the bottom of a dirt pocket extension which extends in the opposite direction to the direction of rotation in the direction of rotation.
  • the structural elements in particular the flow obstacles and / or the dirt pockets, are at least partially island-like.
  • the lubricant is forced to flow along the filter path around said elements.
  • the at least one filter section is formed at least in sections or completely as a flat channel, the flat channel extending in its planar extension in a radial plane to the axis of rotation.
  • the flat channel may be spirally and / or labyrinth-like between the at least one lubricant inlet and the at least one Lubricant outlet run.
  • the multiple deflection and / or meandering of the filter section is artificially extended, so that the filter effect is improved.
  • the filter section extends from the lubricant inlet to an outer region, which has a greater distance from the axis of rotation than the lubricant outlet.
  • the lubricant is guided along the filter section in a spiral and / or labyrinth-like manner to the lubricant outlet.
  • one or more dirt pockets are formed along the filter section, so that the dirt particles are trapped in the dirt pockets and only the lighter and flowable lubricant is guided to the lubricant outlet.
  • the at least one filter section is formed at least in sections as an annular disc and / or as an annular disc segment.
  • the filter section can thus extend in this embodiment over an angular range of less than 360 degrees or circumferentially over the entire angular range of 360 degrees.
  • the surface of the filter device is particularly large.
  • the filter device has a central passage opening.
  • the camshaft adjusting device comprises an outlet pocket, wherein the outlet pocket is open radially outwards and also surrounds the at least one lubricant outlet.
  • the camshaft adjusting device has a camshaft adapter, on which the camshaft can be fastened, for example via a screw connection.
  • the camshaft adapter has a cover, which particularly preferably carries a gear part, in particular a circumferential ring gear for the transmission technology coupling. It is preferably provided that the camshaft adapter carries one of the wall sections and the end cover the other of the wall sections.
  • the camshaft adapter and end cover are provided in known constructions anyway, so that the introduction of the structural elements to form the filter device on the wall sections or the insertion of the insert can be easily implemented.
  • Figure 1 is a schematic overview of a cam adjustment as an embodiment of the invention
  • Figure 2 is a sectional view of the adjusting of the camshaft adjusting device in Figure 1;
  • Figure 3a, b is a schematic three-dimensional representation of Camshaft adapter with or without the end cover, as shown in Figure 2;
  • Figure 4, 5 are each a schematic plan view of the camshaft adapter as a further embodiment of the invention.
  • the camshaft adjusting device 1 shows a schematic representation of a camshaft adjusting device 1 for an engine, in particular an internal combustion engine of a vehicle, as a first embodiment of the invention.
  • the camshaft adjusting device 1 comprises a camshaft 2 having a plurality of cams 3 adapted to actuate valves of the engine.
  • a adjusting gear 5 is interposed, which makes it possible, controlled to implement an angular displacement of the camshaft 2 relative to the drive wheel 4 and thus relative to the crankshaft, not shown.
  • To control the adjusting 5 this is coupled to an electric motor 6 via a motor shaft 13 which is stationary, so non-rotatably arranged to the adjusting 5.
  • the camshaft adjusting device 1 has a lubricant supply 7, which, starting from an oil sump or an oil tank 8 via an engine oil pump 9 via an oil rotary transformer (not shown) introduces gear oil as a lubricant in the camshaft 2.
  • the lubricant is guided via a lubricant supply 1 1 of the camshaft 2 in the adjusting 5 to lubricate the adjusting 5 and is subsequently removed via a lubricant discharge 12 from the adjusting 5, so that the lubricant supply 7 is formed as a lubricant circuit.
  • FIG. 2 shows the adjusting mechanism 5 in a sectional illustration along an axis of rotation D, which is defined, for example, by the camshaft 2 or the motor shaft 13 (FIG. 1).
  • the adjusting 5 is called a so-called wave gear - also harmony - Drive - called - trained.
  • the wave gear 5 is also called Gleitkeilgetriebe, stress wave gear or English strain wave gear (SWG).
  • the adjusting 5 has an input shaft 14 which is rotatably coupled to the drive wheel 4 or is formed by this. Furthermore, the adjusting gear 5, an output shaft 15 which is rotatably connected to the camshaft 2. An adjusting shaft 16, however, is rotatably connected to the motor shaft 13.
  • the adjusting shaft 16 has a non-circular, in particular elliptical in cross-section perpendicular to the rotation axis D generator section 17 on which a roller bearing 18 is arranged, wherein the inner ring 19 of the roller bearing 18 rests on a lateral surface of the generator section 17 and the outer ring 20 is a deformable, cylindrical steel bushing 21 carries external teeth.
  • the steel sleeve 21 is also referred to as flex spline.
  • the steel bush 21 is also elliptical in cross-section perpendicular to the axis of rotation D.
  • the input shaft 14 carries an internal toothing 22, which meshes with the external toothing of the steel bush 21.
  • the output shaft 15 carries an internal toothing 23, which also meshes with the external toothing of the steel bush 21.
  • the adjusting 5 forms a Gereteinnenraum 25, which is formed by the input shaft 14, on one side by a support member 26 and on the other side by a cover 27, wherein in the Gereteinnenraum 25 of the sliding bearing portion 24, the rolling bearing 18 and the interaction region 28 of the external toothing of the steel sleeve 21 and the internal teeth 22 and 23 are arranged.
  • the output shaft 15 is divided into a camshaft adapter 29, which is rotatably connected to the camshaft 2 and a cover 30, which is designed as a circular ring component and is also rotatably connected to the camshaft adapter 29.
  • a ring gear portion 31 is optionally - as shown in the figure - rotatably connected or integrally formed.
  • the ring gear portion 31 carries the internal teeth 23rd
  • a filter device 32 is integrated, which is supplied from the side of the camshaft 2 via the lubricant supply 1 1 and exactly or at least one in the output shaft 15, in particular in the camshaft adapter 29, arranged lubricant inlet 33 with the lubricant.
  • the lubricant inlet 33 is formed, for example, as an axially extending lubricant channel, which has a first distance from the axis of rotation D.
  • the lubricant inlet 33 may also be arranged radially further inward in a receiving area for the camshaft 2, wherein the alternative position of the lubricant inlet 33 is indicated by dashed lines.
  • the filter device 32 has a lubricant outlet 34, which is also formed in this example as an axially extending lubricant passage, wherein the lubricant passage from the rotation axis D is spaced at a second distance, wherein the second distance is greater than the first distance.
  • the lubricant outlet 34 is integrated in the end cap 30 and is opened in the direction of the transmission interior 25.
  • the filter device 32 comprises a filter volume 35, which, viewed fluidically, is arranged between the lubricant inlet 33 and the lubricant outlet 34.
  • the filter volume 35 is formed by two wall sections 36a and 36b, wherein the wall section 36a is formed by an axially aligned end face of the end cover 30 and the second wall section 36b by an axially oriented end face of the camshaft adapter 29.
  • the wall sections 36a, b each extend in a radial plane, which are arranged perpendicular to the axis of rotation D.
  • the filter volume 35 is thus located in a boundary region between the camshaft adapter 29 and the end cap 30.
  • the lubricant inlet 33, the filter volume 35 and the lubricant outlet 34 jointly define exactly or at least one filter section 37, which runs at least in sections in the radial direction to the axis of rotation D.
  • the filter volume 35 is completed by the fact that the camshaft adapter 29 and the end cover 30 sealingly lie on each other.
  • the filter volume 35 is formed by a recessed area in the camshaft adapter 29 and in the end cap 30, respectively.
  • a depression is optionally only on the side of the Camshaft adapter 29 or only on the side of the end cover 30 is arranged so that the filter volume 35 with respect to the parting plane between the camshaft adapter 29 and end cover 30 asymmetric, in particular one-sided, is arranged.
  • the output shaft 15 is shown in a schematic three-dimensional sectional view
  • the camshaft adapter 29 is shown in a single view.
  • the camshaft adapter 29 is formed as an annular member which is arranged coaxially with the rotation axis D. It has a central receiving opening 38 for an end section of the camshaft 2 and can, for example, be connected in a rotationally fixed manner to the end cover 30 via a bolt 39.
  • the end cover 30 is formed as a circular ring member having radially on the inner circumference a collar 40 which is arranged coaxially with the receiving opening 38. By inserting the collar 40 in the receiving opening 38 end cap 30 and camshaft adapter 29 are centered to each other. The connection between the two components can be done for example by a screw, not shown. Radially outside the ring gear portion 31 is placed with the internal teeth 23 on the end cover 30.
  • the lubricant can flow via the receiving opening 38 between the collar 40 and the camshaft adapter 29 to the filter device 32, so that the overlap region between the collar 40 and the receiving opening 38 forms the lubricant inlet 33.
  • the lubricant along the unbranched filter section 37 is first in an outer region 41, which is located radially outward to the lubricant inlet 33 and also to the lubricant outlet 34, out.
  • the lubricant is then initially in a first concentric Path and subsequently guided in a labyrinth-like manner to a second concentric path, wherein the second concentric path has a smaller pitch circle diameter than the first concentric path.
  • the direction of flow of the lubricant with respect to the direction of rotation changes to the axis of rotation D.
  • the filter section 37 has at least one direction of rotation reversal of the lubricant with respect to the axis of rotation D and / or folding.
  • the lubricant outlet 34 is arranged. By folding the filter section 37, the filter section 37 is artificially prolonged.
  • the filter section 37 is formed as a depression in the camshaft adapter 29, whereas the structural elements 42 are non-recessed regions in the region of the filter device 32.
  • the walls between the first and second concentric tracks are also formed by continuous structural elements 42.
  • the camshaft adapter 29 realizes the second wall portion 36b.
  • the wall portion 36a is formed as a planar portion on the side of the end cover 30 and seals the walls of the second wall portion 36b so that the lubricant can run exclusively along the filter path 37.
  • the path along the filter section 37 is formed as a flat channel, which has a substantially constant depth in the axial direction in this example.
  • the path between the lubricant inlet 33 and the lubricant outlet 34 is lengthened by at least a factor of 5, preferably at least by a factor of 10.
  • the concept of the filter device 32 provides that the lubricant from the lubricant inlet 33 coming initially radially outward or by grinding is passed to the outside.
  • the lubricant supply via the lubricant outlet 34 in the transmission interior 25 takes place on an inner radius.
  • one or more concentrically arranged annular grooves may be provided as webs, the innermost of the annular grooves being fluidically connected to the lubricant outlet 34 and the outermost of the annular grooves being connected to the lubricant inlet 33.
  • the filter section 37 can be guided spirally, wherein the inlet is guided at the smallest radius over the path of a spiral to the largest radius.
  • the lubricant inlet 33 may first be connected to an outer section of the spiral and the lubricant outlet 34 to a radially inner section of the spiral.
  • a further alternative is a plurality of radial channels emanating from one or more lubricant inlets 33, which open into the dirt pockets 43.
  • the dirt pockets 43 are outside the lubricant flow.
  • the flow velocity is reduced, so that dirt particles can be separated even at low speeds of the camshaft 2 by the centrifugal force.
  • radial extensions of the flow cross section along the filter section 37 through the dirt pockets 43 they can also be extended in the axial direction, that is, in the depth.
  • Additional microstructures on the walls of the channels can create turbulence to reduce the flow rate and improve the process of separating dirt particles and suspended particles.
  • FIG. 4 shows an alternative embodiment of the camshaft adapter 29 is shown, wherein in the filter device 32, the structural elements 42 are arranged and formed so that they form freestanding dirt pockets 44.
  • the freestanding dirt pockets 44 are open to the axis of rotation D.
  • the lubricant which is supplied via a radially inner lubricant inlet 33, at the freestanding dirt pockets 44 along one or more filter sections 37, which together form a filter path network, bypassed, it being provided that the dirt particles again in the freestanding dirt pockets 44th be caught.
  • the filter device 32 extends in the form of an annular disc by 360 degrees about the axis of rotation D.
  • the structural elements 42 can also form flow obstacles 45, as shown in FIG. Due to the distribution, in particular an opening width O between the flow obstacles 45, the filter device 32 may be formed as a classic sieve, wherein the mesh size of the sieve is defined by the opening width O. By such reduced cross sections along the filter section 37 large dirt particles are sieved out of the lubricant.
  • the freestanding dirt pockets 44 which may be distributed in the screen surfaces, can absorb the dirt particles and thus deflect away from the lubricant flow. They also prevent the free opening cross-sections from clogging over the runtime and throttling the volume flow of the lubricant.
  • Additional microstructures on the walls of the channels are said to create turbulence to enhance the process of separating dirt particles and suspended particles.
  • FIG. 5 also shows an outlet pocket 46, which, in contrast to the dirt pockets 43, 44, is opened radially outward, so that only lubricant, which comes from radially outside and therefore is already freed from dirt particles, enters the outlet pocket 46.
  • the outlet pocket 46 one of the lubricant outlet 34 is arranged.
  • the peripheral boundary of the filter volume 35 forms an annular channel as a collector and as a drain for the lubricant and is fluidly connected to the lubricant outlet 34.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de déphasage d'arbre à cames. L'invention vise à proposer une amélioration de l'alimentation en lubrifiant d'un dispositif de déphasage d'arbre à cames. A cet effet, le dispositif de déphasage d'arbre à cames (1) comporte une alimentation en lubrifiant (7), l'alimentation en lubrifiant (7) comporte un système filtrant (32) servant à filtrer le lubrifiant, et le système filtrant (32) comporte au moins une entrée de lubrifiant (33), au moins une sortie de lubrifiant (34) et au moins une section filtrante (37), l'entrée de lubrifiant (33) et la sortie de lubrifiant (34) étant en communication fluidique par l'intermédiaire de la section filtrante (37). Un arbre de sortie (15) du dispositif de déphasage d'arbre à cames (1) comporte deux parties de paroi (36a, 36b). La ou les sections filtrantes (37) sont réalisées dans un volume filtrant (35) entre les deux parties de paroi (36a, 36b). L'entrée de lubrifiant (33) est à une plus courte distance de l'axe de rotation D que la sortie de lubrifiant (34), et la section filtrante (7) s'étend au moins sur une partie dans une direction radiale par rapport à l'axe de rotation D.
EP15726519.0A 2014-06-02 2015-03-31 Dispositif de déphasage d'arbre à cames Active EP3149293B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014210360.6A DE102014210360B4 (de) 2014-06-02 2014-06-02 Nockenwellenverstellvorrichtung
PCT/DE2015/200219 WO2015185043A1 (fr) 2014-06-02 2015-03-31 Dispositif de déphasage d'arbre à cames

Publications (2)

Publication Number Publication Date
EP3149293A1 true EP3149293A1 (fr) 2017-04-05
EP3149293B1 EP3149293B1 (fr) 2018-05-16

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US (1) US9982577B2 (fr)
EP (1) EP3149293B1 (fr)
CN (1) CN106414924B (fr)
DE (1) DE102014210360B4 (fr)
WO (1) WO2015185043A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016207930B3 (de) * 2016-05-09 2017-08-10 Schaeffler Technologies AG & Co. KG Wellgetriebe
DE102016208385A1 (de) 2016-05-17 2017-11-23 Schaeffler Technologies AG & Co. KG Wellgetriebe
DE102016223963B4 (de) 2016-12-01 2018-08-02 Schaeffler Technologies AG & Co. KG Aktorik zur variablen Einstellung eines Verdichtungsverhältnisses einer Brennkraftmaschine
DE102017103988B3 (de) 2017-02-27 2018-06-14 Schaeffler Technologies AG & Co. KG Wellgetriebe
DE102017114175B3 (de) 2017-06-27 2018-09-13 Schaeffler Technologies AG & Co. KG Wellgetriebe
DE102018103837B3 (de) 2017-12-13 2019-03-28 Schaeffler Technologies AG & Co. KG Stellgetriebe und Verfahren zur Herstellung eines Getriebeteils
JP6911827B2 (ja) 2018-09-10 2021-07-28 株式会社デンソー バルブタイミング調整装置
DE102019131778A1 (de) * 2019-11-25 2021-05-27 Schaeffler Technologies AG & Co. KG Elektrischer Nockenwellenversteller mit verbesserter Schmierölversorgung
CN114046191B (zh) * 2021-11-17 2022-09-30 吉林大学 一种发动机可变气门正时装置

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Publication number Priority date Publication date Assignee Title
JPH11303615A (ja) * 1998-04-24 1999-11-02 Yamaha Motor Co Ltd 可変バルブタイミング装置付きエンジン
DE102005018956A1 (de) 2005-04-23 2006-11-23 Schaeffler Kg Vorrichtung zur Nockenwellenverstellung einer Brennkraftmaschine
DE102005059860A1 (de) * 2005-12-15 2007-07-05 Schaeffler Kg Nockenwellenversteller
JP4453747B2 (ja) * 2007-11-22 2010-04-21 株式会社デンソー バルブタイミング調整装置
DE102008010644A1 (de) * 2008-02-22 2009-08-27 Schaeffler Kg Nockenwellenversteller und Nockenwelle für eine Brennkraftmaschine
JP4735720B2 (ja) * 2009-01-21 2011-07-27 株式会社デンソー バルブタイミング調整装置
US8726865B2 (en) * 2011-06-08 2014-05-20 Delphi Technologies, Inc. Harmonic drive camshaft phaser using oil for lubrication

Also Published As

Publication number Publication date
WO2015185043A1 (fr) 2015-12-10
CN106414924B (zh) 2019-09-03
CN106414924A (zh) 2017-02-15
DE102014210360A1 (de) 2015-12-03
US20170101905A1 (en) 2017-04-13
EP3149293B1 (fr) 2018-05-16
US9982577B2 (en) 2018-05-29
DE102014210360B4 (de) 2017-11-23

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